Independent wheel suspension



June 12, 1951 McCANN 2,556,767

INDEPENDENT Wl-lEEL SUSPENSION Filed Oct. 25, 1946 3 Sheets-Sheet 1 G. K. MCCANN INVENTOR. (Eff/ 7 1 44, BY 265 M ATTORNEYS.

June 12, 195] G. K. MOCANN 2,556,767

INDEPENDENT WHEEL SUSPENSION Filed Oct. 23, 1946 Tsheets-rsheei 2 s. K. MGCANN INVENTOR.

ATTORNEYS June 12, 1951 Filed Oct. 23, 1946 G. K. M CANN INDEPENDENT WHEEL SUSPENSION 3 Sheets-Sheet 3 G. K. MCOANN INVENTOR. gears/FLA ,wwuw.

ATTORNEYS Patented June 12, 1951 2,556,767 INDEPENDENT WHEEL SUSPENSION George K. McCann, Detroit, Mich., assignor to Ford Motor CompanygDearborn, Mich., a corporation of Delaware Application October 23, 1946; Serial No. 705,179

This invention relates to an independent wheel suspension for a motor vehicle.

An object of the present invention is to provide an independent wheel suspension of the paral1e1 link type in which the outer ends of the upper and lower links are connected by ball joints to the upper and lower portions of the wheel spindle. Vertical displacement of the front wheels, as well as steering movement, are thus provided for with a greatlysimplified construction in which a one piece forged spindle replaces the usual wheel supporting member, kingpin, and wheel spindle. The one piece spindle is so constructed as to provide a socket adjacent its lower portion for receiving a ball carried by the outer end of the lower suspension link, while at its upper end the spindle has av gooseneck portion carrying a ball adapted to be seated in a socket formedat the outer end of the upper suspension link. The peculiar construction of the spindle not only provides for mounting the upper ball in an inverted fashion but also provides clearance for the brake fluid lines leading to the front wheel brakes.

Another object of the invention is to provide an independent wheel suspension permitting the use of ball joints of the type having impregnated fabric friction linings interposed between the ball and the socket to provide a smooth operating quiet joint. Ball joints of this type are adapted to carry major loads in one direction only. By forming the wheel spindle and mounting the ball joints as mentioned in the preceding paragraph, the weight of the vehicle as well as all normal springing loads are carried by the ball joint between the lower suspension link and the lower portion of the wheel spindle. The upper ball joint stabilizes the suspension, and being inverted, is adapted to absorb the force to which the upper joint is necessarily subjected when extreme downward movement of the wheel relative to the frame results in engagement of the upper arm with the bumper or stop. This condition may occur during unusual wheel jounce, as when the wheel falls into a chuck hole.

A further object of the invention is to provide a wheel suspension system in which the suspension links are formed of pressed steel members suitably joined to forged pieces at their outer ends. For lightness and economy in manufacture, the major portions of the suspension links are formed in the usual manner of sheet metal stampings, while the extreme outboard ends of the links, which carry the ball joints, are formed of heavier forgings which are butt-welded'to the 1 Claim. (01. 26720) sheet metal portions of the links. The forgings are better adapted to carry either the ball or the socket of the ball joints, as the case may be, and impart increased strength to the suspension system without materially adding to either the weight or the cost thereof. I

A still further .object of the invention is to provide a wheel supporting member or spindle adapted to directly take the braking forces. This is accomplished by mounting, the brake anchor members and the wheel cylinder directly upon the spindle rather than upon the backing plate, or by forming the anchors and wheel cylinder integral with the spindle. With this construction, the backing plate only functions asa shield and need not beconstructed heavy enough and strong enough to carry the braking forces, as in the usual construction.

Another object of the invention is to provide means for adjustably connecting the forging at the outer end of the suspension link to the sheet metal portion of the link so'that suitable adjustment for camber and caster can be made.

Still other objects will be more apparent as this description proceeds, particularly when considered in connection with the accompanying drawings, in which:

Figure" 1 is a fragmentary front elevational view, partly in section, of an independent front wheel suspension embodying the present invention.

Figure 2 is a horizontal cross sectional view through the upper suspension link taken on the plane indicated by the line 2--2 of Figure 1.

Figure 3 is a horizontal cross sectional view through the lower suspension link taken on the plane indicated by the line 3-3 of Figure 1.

Figure 4 is a vertical cross sectional view taken substantially on the plane indicated by the line 4-4 of Figure 1.

Figure 5 is an elevational view of the front wheel spindle.

Figure 6 is an end elevation of the wheel spindle shown in Figure 5.

Figure 7 is a fragmentary elevational view, partly in section, of a modified wheel suspension construction.

Figure 8 is a fragmentary view similar to Figure 7 but illustrating another modification.

Figure 9 is a horizontal cross sectional view taken substantially on the plane indicated by the line 9-9 of Figure 8.

Figure 10 is a fragmentary horizontal cross sectional view through the outer end of a wheel suspension link showing another modification. V

Figure 11 is a vertical cross sectional view taken substantially on the plane indicated by the line of Figure 10.

Referring now more particularly to the form of the invention shown in Figures 1 to 6 inclusive, the reference character N indicates a longitudinally extending side sill of a vehicle frame, and

2 the front cross frame member extending between the side sills. An angle bracket I3 is mounted upon the side sill adjacent the cross frame member 92 and supports a pivot bar l4, secured thereto by bolts I6. An upper suspension link 1, to be described more in detail later, is pivotally mounted upon the bar M for swinging movement in a vertical plane.

The longer lower suspension link l8 is pivotally mounted upon the ends of a pivot bar |9, the latter being secured to the underside of the front cross frame member l2 by means of bolts 2|. The outer ends of the upper and lower suspension links I! and I8 respectively are universally connected to the upper and lower portions of a wheel spindle 22 by ball joints 23 and 24 respectively. The wheel spindle 22 supports the usual brake backing plate 26, the latter supporting brake shoes 27 adapted to be expanded by the hydraulic wheel cylinder 28 into frictional engagement with the brake drum 29. The brake drum 29 is mounted upon the wheel hub 3| which is journaled upon the spindle and which supports the wheel disc 32.

Although other types of springs may be used, there is shown in Figure 3 a torsion bar spring 33 having an upset flange 34 at its forward end bolted to the rear arm 36 of the lower suspension link l8. The rearward end of the torsion bar 33 (no-t shown) is suitably anchored to a cross frame member.

It will be seen from the foregoing that each front wheel is mounted for independent rising and falling movement with respect to the vehicle frame. Displacement of the wheel relative to the frame is limited in magnitude by the rubber bumpers 31 and 38 mounted upon an extension 39 of the front crossframe member l2 and engageable with the upper and lower suspension links I1 and 18 respectively. A conventional stabilizer bar 4| is provided, being journaled in bushings 42 carried by the frame and connected at its ends to the lower suspension link l8 by connecting links 43.

The foregoing general description of the independent front wheel suspension will now be supplemented by a more detailed description of the upper and lower suspension links I! and |8 V respectively and the Wheel spindle 22. Referring to Figure 2, the upper suspension link I! comprises a pair of channel shaped sheet metal stampings or arms 46 and 47 which are arranged facing each other and which are welded together along their adjacent edges as indicated by the line 43. Adjacent their inboard edges, the arms 49 and 4'! of the suspension links are swaged outwardly to form sleeves 49 within which are pressed cup shaped members The cup shaped members 5| contain cup' shaped bearing elements 52 of impregnated fabric friction material. The bearing elements 52 frictionally engage the cylindrical end portions 53 and 54 of the pivot bar I4, thus pivotally supporting the suspension link upon the bar.

It will be noted that the outboard ends of the arms 46 and 41 of the suspension links terminate in aligned edges 56 and 51 which are butt welded to the corresponding inboard edge of a short forged member 58. The forged member 58 is of relatively heavy construction and is formed with a vertical bore 59 for receiving the socket portion of the ball joint 23. The bore 59 terminates adjacent its lower end in an annular shoulder 6|. To reduce its weight, the forged member 58 is recessed at 62 adjacent its inboard end to form, in effect, a box section inner end.

It will be seen that the suspension link described above is relatively light and inexpensive to manufacture inasmuch as its major portion consists of sheet metal stampings. At the same time, however, the requisite strength and rigidity is imparted to the outer end of the link by forming the latter of a small forging and welding the forging to the sheet metal arms of the link.

It will be noted from an examination of Figure 3, that the construction of the lower suspension link I8 is generally similar to that of the upper suspension link l'i. The lower link comprises a pair of channel shaped sheet metal arms 66 and 57 facing each other and welded along their common joint 98. The inboard ends of the arms support friction linings 69 frictionally engaging the cylindrical end portions II and 12 of the pivot bar |9. A short forged member 13 is butt welded to the outer edges of the arms 66 and 61 of the lower link and is formed with a tapered bore 74 to receive the shank of the ball member of the ball joint 29.

Reference is now made to Figures 4, 5 and 6 which illustrate the detailed construction of the wheel spindle 22. The wheel spindle comprises a single forging and is formed with a generally vertical body portion 8| having a flange 82 to which the brake backing plate is attached and an outwardly projecting spindle portion 83 upon which the wheel hub is rotatably mounted. An arm 84 extends upwardly from the body portion 8| and is formed in the shape of a gooseneck in a vertical longitudinal plane, terminating in a horizontally extending end portion 85 provided with a tapered aperture 86 for receiving the tapered shank 81 of the upper ball member 88. A nut 39 is threaded upon the end of the shank and locks the ball member to the spindle arm. It will be noted that the ball member 88 is inverted, depending downwardly from the upper end portion 35 of the spindle arm 84, and that the gooseneck shape of the upper arm provides clearance for the ball and in addition provides clearance for the other parts of the suspension assembly such as brake fluid lines, etc.

The socket of the upper ball joint 23 comprises a sheet metal shell 9| pressed within the bore 59 of the upper suspension link I! and seated upon the dished member 92 which is retained in place within the bore 59 by engagement with the annular shoulder 5|. The shell 9| contains a spherically shaped bearing member 93 of impregnated fabric lining material which is held in place by a metal retaining ring 94. A packing ring 95 seals the upper end of the joint and the upper edges of the shell 9| are crimped over the packing ring to hold the latter in place.

The lower ball joint 24 is identical in construction with the upper joint 23 described above, but it will be noted that the shank 9'! of the ball member 98 is mounted within the tapered bore 74 provided in the forged member 13 at the outer end of the lower suspension link rather than in the spindle, and that the socket portion of the joint is mounted within the vertical bore 99 formed in the flange ||l| extending in an inboard direction from the lower end of the body portion spe -rem 8| of'the spindle. An integral steering arm: I112 projects inwardly and rearwardly from .the flange IllIf. v

Ball joints of the type described above are adapted to carryload in one direction'only, but areeX-tremel-y satisfactory sincethey reduire no lubrication, are long-lived and quiet in operation. 7 The weightv of the vehicle is transmitted through the lower suspension link I8: and. the lower ball. joint 24 to the wheel spindle in a downward direction, and suspension loads caused by road irregularities:areytransmitted through the ball joint 24 to the lower suspension link I8 in an upward direction; The ball joint- 24 isdisposedin such a manner as to carry such loads. The upper-ball joint 2-3, on the other hand, stabilizes the suspension, and, in addition, being inverted with the socket carried in the upper suspension link, is adapted to properly transmit forces imposed upon it by extreme downward displacement of the wheel relative to the frame resulting in engagement of the upper link with the rubber bumper 31 on the frame.

From the foregoing description it will be apparent that the independent front wheel suspension shown in the drawings is adapted to accommodate steering movements of the wheel as well as rising and falling movements thereof, is noiseless in operation, of rigid sturdy construction, and substantially reduces the number of parts heretofore necessary.

Referring now to the modification shown in Figure 7, it will be noted that a forged wheel spindle I06 is provided and that the wheel spindle has upper and lower flanges III! and IE8 supporting parts of ball joints I09 and III). It will be noted that the upper ball joint I09 is mounted in an upright direction, which is permissible using other types of ball joints than that shown in Figures 1 to 4 inclusive. The principal features of this modification reside in integrally forming a wheel cylinder III with the forged stamping I06, and also forming brake anchor members I I2 integrally with the spindle. With this construction, the brake backing plate I I3 is mounted upon the flange I I4 of the spindle, and is provided with enlarged apertures III; and I I! through which the wheel cylinder III and brake anchors II2 project. It will be apparent that with this arrangement the brake backing plate functions only as a shield and does not carry any major structural part of the brake mechanism. Since the entire braking forces are thus taken by the wheel spindle, the backing plate can consequently be of lighter and cheaper construction.

In the modification shown in Figures 8 and 9, the wheel cylinder I2I is formed separately from the wheel spindle I22, but is secured thereto by bolts I23 so that the reaction forces are taken by the spindle. In this instance the brake backing plate I24 is clamped between the wheel spindle and the wheel cylinder. Bosses I26 are formed on opposite faces of the wheel spindle I22 and are provided with ports I21 and I28 respectively into which suitable hydraulic fittings may be inserted. The port I21 communicates with the interior of the wheel cylinder I2I through passages I29 and I3I formed respectively in the wheel spindle I22 and the wheel cylinder I2I. Fluid under pressure from the master cylinder (not shown) is supplied through these passages to the wheel cylinder to actuate the brake. The other port I28 communicates with the upper portion of the wheel cylinder through passages .6 I32 and I33 formed: respectively in. the wheel spindlev an'd'in the wheel cylinder to provide for bleeding the system. Among. the advantages of this construction arethe fact that the wheel cylinder. is removable and. can. be replaced if necessary and that the hydraulic connections to the Wheel cylinder can readily be made through the wheel spindle.

Figures 10 and I1 illustrate 'a modification in which. means-are provided. for adjusting thecamber and caster of the front wheels; The reference charactertithindicates; the outer end of a sheet metal suspension link having a box shaped cross section such as would be formed by welding together twochannel shapedarms having their channels facingeach other. The box section link forms a guideway for a forgedmember I31, the latter being provided with a vertical bore I38 at its outer end for receiving the socket of a ball joint (not shown). A plurality of shims I39 are mounted adjacent opposite walls of the link I36, being held in place by shim retainers MI and a bolt I42 extending through the shims, shim retainers, and walls of the suspension link.

The forged member I3'I is provided with a transversely extending elongated hole I43 through which the bolt I42 passes, thus providing sufficient clearance around the bolt for reciprocation of the member I31. As best seen in Figure 11, an adjusting bolt I44 is rotatably mounted in the sidewalls of the suspension link I36, and is formed intermediate its ends with an eccentric portion I45 passing through an elongated hole I41 in the forged member I31. It will be apparent that rotation of the adjusting bolt I44 reciprocates the forged member I3? relative to the suspension link I36, and that this adjustment is effective to vary the camber of the front wheel. After suitable adjustment, the nut I 38 on the adjusting bolt Hi l can be tightened to clamp the parts in adjusted position.

Caster adjustment is effected by varying the number of shims I39 on opposite sides of the forged member I3'I. It will be seen that increasing the number of shims on one side while correspondingly decreasing the number on the opposite side results in moving the forged member I3I longitudinally of the vehicle, and thus adjusts the caster of the front wheel.

The construction shown in Figures 10 and 11 need only be used in connection with only the upper or the lower suspension arm to effect the desired camber and caster adjustment, and the other arm may be formed as shown in Figures 2 or 3 of a welded construction.

It will be understood that the invention is not to be limited to the exact construction shown and described, but that various changes and modifications may be made without departing from the spirit and scope of the invention, as defined in the appended claim.

What is claimed is:

In an independent wheel suspension for a motor vehicle, a suspension link comprising a pair of sheet metal channel arms disposed with their respective upper and lower flanges facing toward each other, said arms diverging at one end to form bifurcations and at their other ends being arranged with their respective flanges in edge to edge engagement and welded together to form a box section at the outer end of said suspension link, said sheet metal arms having aligned embossed openings adjacent one end and being square cut at their outer ends, and a short forging forming an extension of said sheet metal arms, said forging having a socket formed in its inner end to form a box section corresponding in cross-sectional shape and dimensions to the box section at the outer end of said suspension link and butt-welded to the square cut ends of said arms.

GEORGE K. McCANN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,123,087 Leighton July 5, 1938 2,123,089 Leighton July 5, 1938 2,130,288 O11ey Sept. 13, 1938 Number Number 15 419,562 443,248

Name Date Leighton Sept. 26, 1939 Krotz Dec. 24, 1940 Best Jan. 7, 1941 Leighton Aug. 19, 1941 Castiglia May 5, 1942 Wahlberg July 28, 1942 Leighton Oct. 6, 1942 Slack et a1. Oct. 2'7, 1942 Leighton June 15, 1943 Slack et a1 Jan. 21, 1947 FOREIGN PATENTS Country Date Great Britain Nov. 14, 1934 Great Britain Feb. 25, 1936 

